Fluid-pressure engine.



No. 695,947. Patented Mar. 25, I902.

C. ROBINSON.

FLUID PRESSURE ENGINE. (Application. filed A a-.27, 1900.) (No Mudel.)

5 Sheets-Sheet I.

WITNESSES Patented Mar. 25, 1902.

C. ROBINSON.

FLUID PRESSURE ENGINE.

(Application filed Apr. 27, 1900.)

5 Sheets-Sheet 2.

(No Model.)

IN VE N 70/? WITNESSES ATTORNEY.

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No. 695,947. Patented Mar. 25, I902.

C. ROBINSON. FLUID PRESSURE ENGINE.

(A licatin filed Apr. 27, 1900.)

5 Sheets-Shoat 3.

(No Model.)

w T. m v N W/ TNE SSE 8 No. 695,947. Patented Mar. 25, I902.

C. ROBINSON.

FLUID PRESSURE ENGINE.

(Application filed Apr. 27, 1900.)

5 Sheets-Sheet 4.

(No Model.)

IN VE N TOR A TTOHNEY.

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No. 695,947. Patented Mar. 25, 1902.

C. ROBINSON.

FLUID PRESSURE ENGINE.

(Applicl-tion filed Apr. 97, 1900.) (No Model.) 5 Sha'ets$heei 5.

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STATES PATENT ()FFIcE.

CYR S ROBINSON, OF EDGEWOOD PARK, PENNSYLVANIA, ASSIGNOR TO THE WESTINGHOUSE MACHINE COMPANY, A CORPORATION OF PENN- SYLVANIA.

FLUID-PRESSURE ENGlNE.

SPEGIFICATXGN forming part of Letters Patent N 0. 695,947, dated March :25, 1902. Application filed April 2'7, 1900, Serial No. 14,640. (lilo model.)

To rtZZ whom it may concern:

Beit known that I, CYRUS ROBINSON, asubject of the Queen of Great Britain, residing at Edgewood Park, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Fluid-Pressur Engines, of which the following is a specilication.

My invention relates to fluid-pressure engines, and particularly to means for automatically stopping such engines when their speed becomes excessive.

The object of my invention is to provide a simple and efficient means which will automatically cut oil? the supply of fluid-pressure to the engine when its speed increases beyond a safe limit and one which will be operated only by reason of an increase in speed.

A further object of the invention is to provide a governing or regulating system in which the main stop-valve will reset itself when the governing-valves are reset and one in which the apparatus is compactly and conveniently located and arranged to be operated either automatically or, if desired, by hand from any convenient point.

With these ends in viewI have devised the means shown in the accompanying drawings, in which Figure 1 is a side elevation of steam-engine, a portion ofthe steam-supply pipe being broken away and the valve-containing portion being displaced from its normal posit-ion. Fig. 2 is a side elevation of a condenser and the steam pipes and valves utilized in practicing myinvention, portions ofthe condenser and main steam-pipe being broken away. Fig. 3 is a detail sectional view of a portion of a crank-cheek of the engine and the gov erning devices carried thereby. Fig. i is a detail plan View of the controlling-valve and its operating mechanism. Fig. 5 is a side elevation of the parts shown in Fig. 4. Fig. 6 is a transverse sectional view of the controlling-valve, its casing, and pipe connections. 7 is a longitudinal section of the controlling-valve, its supports, and operating devices. Fig. 8 is a plan View of the main Valve and its operating mechanism. Fig. 9 is a longitudinal section of the main valve and its casing and operating mechanism. Fig. lOis a side elevation, partially diagrammatic, of an engine provided with a modified form of my invention, the steam-supply pipe being displaced from its operative position v ihe same as in Fig. 1.

I have shown lily-invention as applied to a steam-engine, and for convenience it will be so described, it being understood, however, that it is intended for use in connection with 'lluid-pressure engines of any kind or type to which it may be applicable.

Referring particularly to Figs. 1 to f) of the drawings, the steam-engine cylinder 1, which is supported upon a suitable framework 2, is supplied with steam through a supply-pipe 3, having a hand-operated valve i in its horizontal part 5, adjacent to the cylinder, and a steam-operated valve 6 in the vertical portion adjacent to such horizontal portion. The valve 6 is provided with acushion-plnnger 7, which is rigid with the valve, both being mounted upon the lower end of a stem 8, operating in suitable stufiing-hoxes 9 and 10. The upper end of the stem 8 is provided with a piston 11, which fits and operates in a cylinder 12, this cylinder being supported upon or, as shown, formed integral with standards 13, which are bolted to the upper end of the pipe 3, a partition-plate 1% being interposed between the two. A suitable cook 15 may be provided at the bottom of the cylinder 12, as indicated, for drawing off any water or steam that may accumulate below the piston 11.

The piston 11 is made of larger diameter than the lower end of the stem 8 or of so much of the stem as is subject to unbalanced pressure, so that if live steam of the pressure supplied to the engine-cylinder 1 be admitted to the cylinder 12 above the piston 11 it will force the piston downward, and thus cause the valve 6 to close the ports 16, leading to the engine-cylinder. Steam is conducted to the cylinder 12 above the piston 11 byasmall pipe 1'7, which extends from the top of the cylinder to any convenient point and is connected by means of branch pipes and valves to the main steam-pipe The branch pipe 18 leads directly to the casing 19 of controlling-valve 20, and a branch pipe 21 leads IOO ' 18 to acylinder 27 and containingahand op- Bymeansof this arrangement the'engine' may be shut down at any time by merely opening a small hand-valve which may be 10- cated at any point in the power-house that is found to be most convenient. The pipe 17 is provided at a point below thebranch pipe 18 with a hand-operated V31V625, beyond which the pipe may communicate with the atmosphere. I may also utilize steam-pressure for reducing or destroying the condenservacnum when thespeed of the engine be-' comes excessive, a means for this purpose be:

ingshown in Fig. 2 of the drawings and com prising abranch pipe 26, leading from pipe erated valve 28. The connection to the cylinder 27' might obviously be made directly from pipe'l7, if desired. The cylinder 27 may contain any suitable piston and valve device for admitting air'to the condenser 29, such devices being well known.

The governing-valve 20, Figs. 3-to 7, is carried'by a'shaft 30, which is mounted in bearings 31 and 3 2, as indicated in Figs. 4 and 7. Cla'm'ped to the shaft 30, adjacent to its outer bearing 32, is a projecting arm 33, which is utilized for the purpose of opening and closing the valve. The stand 34, which supports the controlling-valve and its operating mechanism, is bolted to the frame 2 of the engine and has an arm 35, in which the bearing 32 is ver 39, said lever being 'coiled about the pin so as to constitute a spring, and having its free ends projecting in opposite directions. One end of the lever normally projects beneath the arm 33, carried by the valve-shaft 30,'-and the other end is provided with an adju'stable head 40, as indicated. The crankcheek 42 of the engine that is employed for the purpose of transmitting motion to the shaft 43 from the piston through the pistonrod 44 and pitman 45 has a recess 46 in its front face in which is pivoted a block 47, the block being normally held in position, so that its outer face is substantially flush with the outer face of the crank-cheek, by means of a coiled spring 48, seated in a recess 49, and a bolt 50, which projects through the spring and is provided with an annular head.

51 at its inner end, against which the inner end of the spring bears, and with an adjustable nut 52 on its outer end bearing against the rear wall ofa recess 53 in the pivoted I block 47. The outer end of the coiled spring bears against a cap-piece 54, thatis screwed into the outer end of the recess 49, which con- 7 The pressure exerted by tains the spring. this coiled springfor holding the pivoted to suit anyconditious of service Joy-adjustblock-47in position mayobviously be varied.

ing the nut 52 on theouter end of the bolt 50. When the engine is running at normal speed or when its speed does not exceed that for which the controlling devices have been set, the block 47 will .rest in its seat in the-v -crank-cheek.substantially as indicated in Fig. 3,"and will therefore clear the head 40 :on the outer'end of the tripping-lever 39,

Figs. 3 and 5 being so disposed as to -show& the parts .in operative relation. When the speed of the engine becomes excessive, centrifugal force will throw the free end of-the block outward against the action of the spring 48 into the position indicatedzin Fig. 1 of the drawings, it being assumed, of course, that the shaft rotates in the direction in.- dicated by the arrow. When the block is thrown out into this position, itstrikes the head 40 on the end of the tripping-lever 39 and turns such lever quickly on its pivot, so that its inner end strikes against the arm 33 on. the-controlling-valve shaft and throws it upward tosuch a degree as to open communication between the main steam-pipeand the upper end of the cylinder 12 through pipes ICO 21,18, and 17, it beingassumed that when tion between the main steam-pipeandthe engine-cylinder.

As indicated in Figs. 4 and 5,the trippinglever 39 normally rests upon the laterally-.-

projecting lug 38, and when it is thrown upward by the action of the block 47 it will strike against the stop 36, the spiral-sprin g structure of the portion that receives the stud 39-enwithout injury to it. If it is now. desired to reset the apparatus for operation, the valve '20will be closed and the valve 25 opened,

neath the main valve will thenv force it upward, and thus open communication between the main steam-pipe and the main cylinder.

This is an important feature, since it enables abling the lever to receive these sharp blows the engineer tostart the engine readily by Q manipulating two small valves which may be located at any convenient point in the power- .house without regardvto the location ofthe engine.

In case the engine is of the condensing'type the valve 28 may be left open, so that when steam is admitted to the pipe 18 it will pass to the cylinder 27 and serve to destroy or partially destroy the vacuum in the condenser, and thus aid in stopping the engine.

Communication between the main steampipe and thecontrolling-valve may be cutoff when desired by means of the valve 22.

. In Fig. 10 I have shown an engine like that illustrated in the preceding figures. Instead of employing fluid-pressure for closing the stop-valve 6 in the main supply-pipe 3, however, I utilize a weight 55, that is released electromagnetically, the breaking oft-he elec tric circuit being effected by means of the block 47, that is located in the crank-cheek 42 of the'engine and is thrown out by centrifugal force when the speed of the engine becomes excessive in the same manner as in the form already described. The several parts, except as will be hereinafter specified, are the same as in the preceding figures, and the description heretofore given, therefore, maybe read in connection with what is shown in this figu re. The stop-valve 0, located in the supply-pipe 3, is provided with an upwardly-projecting stem 8 (here shown as hollow) and guided by means of a rod 56, which projects downwardly from a cap 57 at the top of the main pipe. The stem 8 is provided with a rack 58, which meshes with a pinion 59, the latter being mounted upon a short shaft 60, to which is rigidly attached one end of an arm 61, the other end being provided with the weight 55 and at a suitable point intermediate its ends with a lug or pin 62. A locking-lever 63 is pivoted to a suitable support and has ahook ti l, which normally engages with the pin or lug 62 on the arm 61 and holds the weightin the elevated position shown in the drawing. A double solenoid 65 is located above the free end of the lever 63, it being understood, however, that a magnet having a stationary core may be employed in lieu of the solenoid, if desired. The cores of the double solenoid are connected at their lower ends by means of a block or plate 66 of such weight that when the solenoids are deenergized the cores and the plate or block will drop with sufficient force to tilt the lever 68, and thus release the weight 55 and allow it to fall and by means of the pinion 59 and rack 58 lower the valve 6, so as to close the ports 10. The solenoids 65 are normally energized by means of current from a suitable source of energy, such as a battery 67, and the circuit includes aswiteh 68, (here shown as of the push-button type,) i

the switch being so disposed as to maintain the circuit closed except when manipulated by hand. This push-button may obviously be located at any convenient point in the powerhouse, so as to enable the engineer to shut down the engine whenever desired.

Pivotally mounted upon the frame 2 of the engine, but insulated therefrom, is a circuit making and breaking device, (here shown as a lever 69,) one end of which projects in proximity to the face of the cranlecheelc, so that it will be engaged by the block t7 when the latter is thrown outward bycentrifugal force. The otherend of the lever69 is normallyheld in contact with the frame of the engine by its own weight or by a spring.

Since the main supply-pipe and frame of the engine are made of conducting material and are electrically connected, it will be apparent that so long as the circuit-breakinglever and the push-button are in the positions indicated in the drawings the solenoid will be energized and the valve maintained in the position shown. If the circuit be interrupt.- ed, however, by either the action of the block 47' or that of the push-button, the weight 55 will be released and will instantly fall, and thereby move the valve 6 to close the ports 16.

While I have shown and described specific mechanism for practicing my invention, I desire it to be understood that such mechanism may be varied within considerable limits without departing from the spirit and scope of the invention and that where electromagnetic controlling means are employed the arrangement may be such as to effect the closing of the stopvalve by closing the electric circuit instead of effecting such result by opening the circuit, as shown.

I claim as my invention-- 1. In a steam-engine, the combination with a steam-supply pipe having an adjustable piston-valve, an operating-piston and a stem for rigidly connecting said valve and said operating-piston for said valve, of pipe connections between a live-steam holder or conduit and the cylinder containing said piston and means operated by the engine to admit steam to said cylinder, said means being operated only when the speed of the engine exceeds a predetermined limit.

2. In a steam-engine, the combination with a main supply-pipe having an adjustable piston-valve provided with a directly-connected operating-piston, of valved pipe connections between a body of live steam and the cylinder containing said operating-piston, and a device carried by the engine-shaft for opening said pipe connections, said device being movable into operative position by centrifugal force when the speed of the shaft exceeds a predetermined limit.

3. In a steam-engine, the combination with a main supply-pipe having an adjustable piston-valve provided with a directly-connected operatingpiston, of a pipe connection between the main supply-pipe and the cylinder containing said operating-piston, a valve in said pipe connection, means for opening and closing said valve and a valve-opening device pivotally mounted on a crank-cheek of the engine, said device being thrown into operative position by centrifugal force when the engine speed exeeedsapredetermined safelimit.

, at. In a fluid-pressure engine, the combination with a main supply-pipe and a pistonvalve forcutting off communication between said pipe and the engine-cylinder, a directlyconnected actuating-piston for said valve and a cylinder therefor, a pipe connection between the main steam-pipe and said cylinder, a controlling-valve for opening said pipe connection, an operating-lever for 'said controllingvalve' and a block pivotally supported by the crank-cheek of the engine so as to be moved by centrifugal force into position to strike said lever and effect the opening of the controllingvalve.

5. A controlling-valve for fluid-pressure engines having an operating-arm, in combination with a pivoted lever one end of which is normally located beneath said arm and the other end of which is located adjacent to the engine-crank, and a block so mounted upon said crank as to be thrown outward by centrifugal force to strike the adjacent end of the lever.

6. A valve-tripping lever embodying one,

turn of a spiral and projecting therefrom i opposite directions.

7. A valve-tripping lever embodying one turn of a spiral and projecting therefrom in opposite directions, in combination with a supporting-stud surrounded by said spiral.

connection between said cylinder and a source of fluid-pressure, a governing-valve and an exhaust-valve in said pipe connections, said main valve being opened by opening the exhaust-valveand closing the governing-valve.

10. In a fluid-pressure engine, the combination with a main supply-pipe havinga pistonvalve that is closed by the application of fluidpressure to both of its ends and-opened by the withdrawal of the pressure from one end, of means operated automatically when the e11- gine speed becomes excessive to apply the valve-closin g pressure and manually operated to withdraw such pressure when it is desired to start the engine.

11. A spring-lever embodying one turn of 55 a spiral and projecting in approximately opposite'direc'tions therefrom, substantially as described.

12. A spring-lever embodying one turn of a spiral at a point intermediate its ends, in combination with a supporting structure having a bearing-stud upon which the spiral portion of said lever is mounted.

13. The combination with a spring-lever embodying one turn of aspiral and having an adjustable head at one end, of a supporting structure having a stud upon which said lever is mounted.

14. In an engine, a rotatable member having a part that is movable outwardly under the action of centrifugal force,-in combination with a spring-lever that is bent to form one turn of a spiral and projects therefrom in opposite directions, a supporting structure having a bearing-stud for said lever and a valve having an arm located in the path of movement of one end of the lever.

In testimony whereof I have hereunto subscribed my name this 17th day of April, 1900.

CYRUS ROBINSON.

Witnesses:

WM. DOWNTON, EDWIN RUND. 

